Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
  • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
  • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
  • F01L1/462—Valve return spring arrangements
  • F01L1/465—Pneumatic arrangements
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/0261—Controlling the valve overlap
  • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D15/00—Varying compression ratio
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D23/00—Controlling engines characterised by their being supercharged
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/0047—Controlling exhaust gas recirculation [EGR]
  • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
  • F02D41/0062—Estimating, calculating or determining the internal EGR rate, amount or flow
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
  • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
  • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
  • F01L1/0532—Camshafts overhead type the cams being directly in contact with the driven valve
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
  • F01L1/185—Overhead end-pivot rocking arms
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
  • F01L1/053—Camshafts overhead type
  • F01L2001/0537—Double overhead camshafts [DOHC]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/0203—Variable control of intake and exhaust valves
  • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
  • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
  • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
  • F02D2041/3052—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the mode being the stratified charge compression-ignition mode
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
  • F02D2200/101—Engine speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
  • F02D2400/04—Two-stroke combustion engines with electronic control

Definitions

• the invention relates to the field of carbon-free thermal energy production.
• Reciprocating internal combustion engines burn hydrocarbons in the gas phase via the mechanism of the propagation of a flame front where the products already burned diffuse into the fresh products to bring the latter to their self-ignition temperature which triggers the reactions in chains of live combustion.
• the slowness of gas diffusion handicaps the thermal efficiency of reciprocating engines by the angular duration of combustion which produces negative work before the top dead center of the pistons and insufficiently expanded gases after said top dead center.
• the very low flame speed of ammonia compounds this problem to the point where ammonia must be mixed with hydrogen to initiate stable combustion.
• HCCI Homogeanous Charge Compression Ignition
• This flameless combustion process consists of heating a homogeneous fuel mixture by compression to its auto-ignition temperature. Unlike progressive surface heating of a flame front, this volume heating process triggers auto-ignition simultaneously throughout the entire fuel charge with the risk of a destructive detonation for the engine.
• the object of the present invention consists of stratifying the temperature of the reactive medium to confer progressiveness to the self-ignition by compression.
• the invention can be applied to all fuels in a 4-stroke cycle and in a 2-stroke cycle via different gas exchange strategies.
• the 2-stroke cycle is best suited to low-carbon, difficult-to-flammable fuels such as methane and ammonia.
• the invention relates to a method of operating a reciprocating internal combustion engine, each cylinder of which receives at each cycle a fresh mass MA of an isothermal mixture of combustion air and a combustible gas which replaces the mass of gases burned in the previous cycle characterized in that a hot mass MB of burned gases present in the cylinder diffuses throughout the fresh mass MA, during the gas exchange phase and the compression phase, to form a reactive mixture totally stratified in temperatures of which the hottest isothermal stratum reaches its self-ignition temperature before top dead center under the effect of its compression by the piston and of which the less hot isothermal strata successively reach their temperature d self-ignition under the effect of their compression following the thermal expansion of the isothermal strata already burned.
• the temperature and mass concentration of combustible gas can be identical at all points of the fresh mass MA in order to standardize the temperature of the gases resulting from combustion.
• the coldest isothermal stratum of the reactive mixture can reach its auto-ignition temperature after the top dead center of the piston in order to limit the maximum pressure and temperature of the cycle.
• the hottest area of the reacting medium may be located near the center of the combustion chamber. This zone can also be located against a heat-insulated piston. This can make it possible to provide progressiveness to the combustion heat release rate and to limit thermal leaks towards the piston body.
• the temperatures of the isothermal strata of the stratified reactive mixture can be controlled via the effective compression ratio of the piston which compresses the MA+MB mixture.
• the method according to the invention is particularly effective in the case of a reciprocating internal combustion engine operating on the 2-stroke cycle under swept, each cylinder of which receives at each cycle a fresh mass MA of an isothermal mixture of combustion air and of a combustible gas which replaces the mass of gases burned in the previous cycle characterized in that a hot mass MB of burned gases retained in the cylinder diffuses throughout the entire fresh mass MA, during the gas exchange phase and the compression phase, to form a reactive mixture totally stratified in temperature, the hottest isothermal stratum of which reaches its auto-ignition temperature before top dead center under the effect of its compression by the piston and the less isothermal strata of which hot successively reach their self-ignition temperature under the effect of their compression following the thermal expansion of the isothermal strata already burned.
• Said engine may comprise several cylinders provided with intake nozzles connected to an intake plenum and exhaust ports connected to an exhaust plenum; the inlet plenum being pressurized to a pressure PA by the compressor of a high pressure turbocharger HP via an air refrigerant HP, the exhaust plenum pressurized to a pressure PE slightly lower than the pressure PA supplying the HP turbine of the HP turbocharger via a TC power turbine.
• the camshafts of said engine can be mechanically connected to the crankshaft via a common phase shifter controlled by the computer to angularly position the combustion via simultaneously the compression ratio and the rate of burnt gases of the MA+MB mixture.
• the cold start of said engine comprising a camshaft phase shifter, a carburetor and a starter can be controlled by the engine control computer according to the following chronology:
• FIG. 1 is a schematic view of the air loop of a heavily supercharged turbo-compound engine
• FIG. 3 is a schematic view of the internal aerodynamics of a cylinder of the turbo-compound engine in Figure 1
• FIG. 4 is a cross section of a cylinder of the turbo-compound engine of Figure 1
• the invention achieves its three objectives by constructing, in a reciprocating engine cylinder, a reactive medium fully stratified in temperature by mixing a fresh isothermal carbureted mass MA with a hot mass MB of burnt gas retained in the cylinder.
• the invention is based on the laws of chemical kinetics which govern the oxidation of a combustible mixture in the gas phase stipulating that the speed of the reactions increases exponentially with the local temperature.
• the exponential effect of temperature means that volume heating by compression of a reactive medium stratified in temperature triggers a self-ignition front which circulates against the temperature gradient between its hottest isothermal stratum and its coldest isothermal stratum until the fuel runs out.
• the object of the invention is therefore a reciprocating internal combustion engine, each cylinder of which receives at each cycle a fresh isothermal mass MA of a mixture of combustion air and a combustible gas which replaces the mass of the gases burned in the cycle.
• a hot mass MB of burnt gases retained in the cylinder diffuses throughout the fresh mass MA, during the gas exchange phase and the compression phase, to form a reactive mixture totally stratified in temperature of which the hottest isothermal stratum reaches its auto-ignition temperature under the effect of its compression by the piston before its top dead center TDC and of which the less hot isothermal strata successively reach their auto-ignition temperature under the effect of their compression following the thermal expansion of the isothermal strata already burned.
• Thermal stratification is initiated naturally in a 2-stroke engine cylinder when the fresh mass MA sweeps away the burnt gases from the previous cycle. During this rapid transfer, the gas diffusion which develops at the boundary between the two masses brought into contact does not have time to reach thermodynamic equilibrium and generates a mixed zone stratified in temperature and fuel concentration.
• the invention structures the gas exchange to diffuse burnt gases throughout the fresh mass MA without evacuating carbureted air towards the exhaust.
• the intake nozzles are connected to an intake plenum (3) pressurized to a pressure PA, and the exhaust ports are connected to an exhaust plenum (4 ) pressurized at a pressure PE lower than PA.
• the plenums are sufficiently large in relation to the volume of gas transferred at each cycle so that PA and PE are substantially constant in stabilized conditions at constant load.
• each cylinder is closed, on the one hand, by the flat face (5) of an axisymmetric cylinder head comprising an axial intake nozzle (6) formed around an intake valve ( 7) and four identical peripheral exhaust orifices (8) arranged in a square around the intake nozzle and closed by synchronous valves (9), and on the other hand, by the face (10) of an axisymmetric piston formed to return the jet of carbureted air (11) coming from the intake nozzle towards the cylinder head by diffusing into the burned gases to structure the stratification according to the decreasing isotherms (22), (23), (24).
• the piston face is covered by a hot heat shield which exchanges heat with the jet of carbureted air to cancel the heat flow to the piston body.
• the stroke of the pistons is equal to the diameter of the cylinder at 180 mm to provide in the cylinder head a flow section of the transfer ports compatible with the cylinder capacity.
• valves are returned to their seats by pneumatic springs (not shown) and their seats are recessed in the cylinder head to delay the effective opening of the ports during acceleration of the ports. valves and advance their effective closing during valve deceleration.
• FIG. 2 represents the pressure/volume diagram of the closed cycle.
• the intake valve and the exhaust valves are closed once per cycle by two identical overhead camshafts (12) synchronized on the engine shaft via a common controllable device (not shown) to shift the entire angular chronology of transfers fixed by the camshafts.
• the exchange of gases begins at the opening OA of the intake nozzle which follows the simultaneous opening OE of the exhaust ports at the end of expansion of the burnt gases when the piston slows down near its bottom dead center BDC, and ends with the simultaneous closing FE of the exhaust ports which follows the closing FA of the intake nozzle when the piston has accelerated towards its top dead center TDC and occupies a position P controlled by the common phase shifter of the shafts cams.
• the burnt gases of a cycle are evacuated according to three successive mechanisms: between OE and OA the overpressure of the cylinder is suddenly discharged up to the pressure PE of the exhaust plenum; between OA and FA the fresh charge expels burnt gases towards the exhaust ports which are added to those discharged by the piston; between FA and FE, the piston alone continues the delivery of the burned gases until the cylinder closes.
• mass MA which does not depend on the phase shift of the camshafts
• the mass MA+MB retained in the cylinder and its compression rate depend on the position P of the piston when the cylinder closes which varies with the phase shift of the cams exhaust. It follows that the camshaft phase shifter, which controls the mass MA+MB of which MA remains constant, simultaneously controls the MB/MA ratio which sets the proportion of gases burned in the stratified mixture and its compression ratio.
• the camshaft phase shifter controls simultaneously and in the same direction the effective compression ratio of the mass MA+MB, and its fraction of burned gases MB/MA which combine their effects on the thermal level of the reactive medium at the end compression.
• the computer therefore acts doubly on the thermal level of the reactive medium to adjust the position of combustion in the thermodynamic cycle.
• the intake plenum (3) is supplied with combustion air via a carburetor (13) which diffuses the combustible gas there to uniform the local temperature and richness. Engine torque is controlled by the flow of fuel injected into the carburetor.
• the report volumetric is close to 7 and the effective compression ratio is close to 4 to accept the inlet pressure close to 20 bars delivered by two turbochargers working in cascade without exceeding the maximum pressure of 240 bars.
• the intake plenum is supplied with combustion air, via an air cooler (14), by a high pressure HP turbocharger (15) driven in rotation by an HP turbine (16) supplied with burnt gases by the exhaust plenum (4) via a turbo-compound working turbine (17) which completes the useful expansion of the burnt gases aborted by the piston.
• the turbo-compound turbine 17 can be mechanically connected via a reduction gear 21 to the motor shaft or to an auxiliary alternator.
• the flow section of the HP turbine distributor can be controlled to adjust the fuel richness in the intake plenum.
• the HP turbocharger (15) is supplied with combustion air via an air refrigerant (18) by a low pressure LP turbocharger (19) driven in rotation by a LP turbine (20) supplied with burnt gases by the HP turbine (16) .
• the invention proposes a process manageable by the engine control computer which controls the carburetor and the camshaft phase shifter.
• the carburetor throttle is closed and the phase shifter positions the cams to advance the cylinder closure to the bottom dead center of the piston to maximize the air compression ratio and simultaneously advance the cylinder opening before bottom dead center to reduce the gas expansion rate.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

Family

ID=83355267

Family Applications (1)

Country Status (3)

Citations (4)

• 2022
  • 2022-06-14 FR FR2205767A patent/FR3136514A1/fr active Pending
• 2023
  • 2023-06-09 EP EP23736422.9A patent/EP4540512A1/de active Pending
  • 2023-06-09 WO PCT/FR2023/050823 patent/WO2023242501A1/fr not_active Ceased

Patent Citations (4)

Non-Patent Citations (5)

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